Internal-combustion engine.



G. W. BROOKS.

INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED JULY 20, 1914.

Patented Mar. 2,1915.

3 SHEETS-*SHEET l.

G. W. BROOKS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 20, 1914.

Patented M21112, 1915.

3 SHEETSSHEET 2 G. W. BROOKS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 20, 1914. 1,1 30,060. Patented Mar. 2, 1915.

3 SHEETS-SHEET 3.

10 is supported, said shaft having a 'rying a novel valve mechanism GEORGE WALTER BROOKS, 01" MI$SOULA, MQINTAIHZQH INTEBNAL-COI'II'BUSTION ENGINE.

rasoneo.

Specification of Letters Patent.

Patented Mar. 2, 1215.

Application filed July 20, 191%. Serial. No. 851,973.

To all "whom it may concern;

Be it known that I, GEORGE W. BROOKS, a citizen of the United States, residing at Missoula, in the county of Missoula and tate of Montana, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

This invention relates to internal-combustion engines of the four-cycle type, and its objects are to provide an engine of this type in which a positive scavenging action is obtained, and also to provide a novel and improved valve mechanism. llhese objects are attained by means of a combination and arrangement of parts to be hereinafter described and claimed, reference being had to the accompanying drawings in which- Figure 1 is elevation of the engine, partly in section, Fig. 2 is a vertical crosssection on the line 22 of Fig. 1, and Figs. 3 to 7 are diagrams illustrating the cycle of operations.

Referring specifically to the drawings, a four-cylinder engine is illustrated, but it is to be understood that the invention may be applied to other multiple cylinder engines, as well as to single cylinder engines. The cylinders are indicated by the reference character 5, and they are water-jacketed as usual, the water inlet being shown at 6, and the water outlet at 7. The cylinders are mounted on a crank case 8 having bearings 9 at its ends in which the engine crank sh ft :7- wheel 11 as usual. The pistons working in the cylinders are indicated at 12, and the rods connecting the same to the shaft 10 are indicated at 13. In each cylinder 5 also works a reciprocatory plunger 14 coiiperating with the piston 12 to secure a more com plete removal of the exhaust gases, and car for controlling the inlet and the exhaust. The plunger 14 is located at the upper or head end of the cylinder, back of the piston 12, and the fuel charge is introduced into the cylinder space betweensaid plunger and the piston and. explodes therein. to obtain the working stroke of the piston. In the cylinder wall is a recess 15 in which is mounted an igniter 16. This recess opens into the ex plosion space of the cylinder back of the piston. in that portion of the cylinder in which the plunger 14- works are diametri cally opposite and exhaust ports 17 port 23 is at the center of the plunger, mid-.

way between the inner ends of the ports 19 and 20, and opens into the cylinder space back of the piston. The valve 22 hascavities 24C and 25 spaced from each other and located on opposite sides. In one position 7 of the valve the cavity 24- laps the ports 19 and 23 to admit a fuel charge into thecylinder, and in another position toe cavity 25 laps the ports 20 and 23 to allow the spent gases to exhaust. The exhaust is closed when the inlet is open, and when the exhaust is open, the inlet is closed. It will he noted in Fig. 2 that the inner end plunger which faces the back or inner end of the piston is concave, and the back of the piston is'correspondingly convex.

Behind the plunger 14 is mounted a counter-shaft .26 having a crank which is connected by a-shortpitrnan 27 to the plunger, whereby the latter is operated. That porof the tion of the pitman which is connected to-the plunger forms the valve 22, the latter being substantially circular in cross shown in Fig. 2, and being o'i'such width as to accommodate the cavities 24 and 25 and to cover the ports 19, 20 and 23. The plunger carries a cross-pin 28 which connects the pitman to the plunger, the valve part 22 ofthe pitman being loose on the pinl'so that it is free to oscillate.

section as The upper ends of the cylinders 5 are open and over the same is mounted a housing 29 which incloses the co'untershaft 26. said housing. containing suitable'bearings 30 for the countershaft;

On'one end of the countershatt 26 is a sprocket wheel 31 which is geared by a chain 32 to a sprocket wheel 33 on. the crank shaft 10. The'countershaft is thus driven by tht crank shaft. A two-tonne gearing is provided so that the countershaft is driven at one-Thai the speed of the crank shaft.

The engine operates follows: The crank shafts 10 and 26 rotate in the same direction, the speed of the former being twice that of the latter. it will! therefore be evident that I is also covered. The

the piston and the plunger travel in opposite directions at times and in the same direction at other times. The valve portion 22 of the pitman 27 .also oscillates as the plunger travels up and down. At the end of the exhaust stroke of the piston the plunger 1s also at the limit of its. downward stroke and that portion ofthe valve 22 which 1s between the cavities 24 and 25 covers the port 23, and the cavities lap the ports 19 and 20 as shown in Figs. 2 and 3 and at the same time the port 17 registers with the port 19,

' and the port 18, with the port 20. Now,

when the piston starts to travel downward, the valve 22 oscillates in-a direction to bring the cavity 24 in position to lap the ports 19 and 23, and a charge is drawn into the cylin'der. Fig. 4 shows the intake about to open. When the piston has reached the end of its downward stroke, the counter-shaft has moved 90 degrees, and while the cavity. 24 still laps the ports '19 and 23, the plunger has moved upward through one-half of its travel to cover the port 17, as shown in Fig. 5, thus cutting off the inlet. Also, during the suction stroke the ports 18 and 20 register, and the latter is lapped by the cavity 25, but as the cavity does not lap the port 23, it will be evident that the exhaust is closed. When the plunger has moved upward through one-half of its travel, the port 18 piston now travels upward and compresses the charge trapped between the upper end of the piston "and the lower end of the plunger. The plunger continues to travel upward during the compress on stroke of the piston until it reaches the hmit of its upward travel, leaving a clearance or compression space of'about 30 per cent. of the piston stroke. At the end of the compression stroke the valve '22 is at its central position, and the part between the cavities 24 and 25 covers theport 23, and the ports and 20 are also cut oil from the corresponding ports 17 and 18, as shown in Fig. 6. Ignition of the charge now takes place and the piston makes it working stroke, and

at the same time the plunger makes a downward stroke,but at a less speed, so that when the piston has almost reached the limit. of its working stroke, the ports 18 and 20 start to register and the valve 22 has swung to such a position that the cavity 25 laps the ports 20 and 2 3, as shown in Fig. 7, whereupon the.

spent gases are allowed to escape. As the piston moves upward on the next, or the exhaust stroke, the plunger continues to move downward until the end of its downward travel. at which time the piston is also at the end of its upward travel, the exhaust re maining open and not closing until the completion of the stroke. The plunger and the piston come close together at the end of the exhaust stroke and thus driveout all the spent gases, there being only a mechanical or and having side working clearance between the plunger and as a wider range of speeds, as there is a oertainty of'ignition at a low throttle opening. The parts are completely inclosed and perfect lubrication is therefore possible.

It is to be understood, of course, that: the action heretofore described takes place in each cylinder in the proper order.

I claim:

1. In an internal-combustion englne, a cylinder having inlet and exhaust ports, a piston working in the cylinder, a plunger working in the cylinder back of the plston and having side ports corresponding to the inlet and the exhaust ports, and an end port opening into the cylinder space back of the piston, an oscillatory valve carried by the plunger and having cavities which alternately lap the respective side ports and the end port ofthe plunger, and means for open ating the plunger and its valve, so that during the exhaust stroke of the piston the exhaust side port of the plunger registers with the exhaust port of the cylinder, and one of the cavities of the valve laps said exhaust side port and the end port of the plunger, the

plunger traveling toward the piston and being at the limit of its travel in this direction at the end of the exhaust stroke, at which time the valve closes the end port of the plunger, and thence swings so that the other cavity of the valve laps the end port and the inlet side port ofjthe plunger, said inlet side port remaining in registry with the inlet port of the cylinder during the suction stroke of the piston, at the end of which stroke'the plunger has moved to take its inlet side port out of registry with the inlet port of the cylinder, said inlet ports, as well as the exhaust ports remaining out of registry during the compression and firing strokes.

2. In an internal-combustion engine, a cylinder having inlet and exhaust ports, a piston working in the cylinder, a plunger working in the cylinder back of the piston ports corresponding to the inlet and the exhaust ports, and an end port opening. into the cylinder space back of the piston, a shaft, a pitman connection between the shaft and the plunger. the end of the pitman which is connected to the plunger having cavities which alternately lap the the exhaust side port of the plunger registers with the exhaust port of the cylinder, and

one of the cavities of the valve laps said ex-- haust side port and the end port of the plunger, the plunger traveling toward the piston and being at the limit of its travel in this direction at the end of the exhaust stroke, at which time the valve closes the end port of the plunger, and thence swings so that the other cavity of the valve laps the end port and the inlet .side port of the plunger, said inlet side port remaining in registry with Copies of this patent may be obtained for the inlet port of the cylinder during the suction stroke of the piston, at the end of which stroke the plunger has moved to take its inlet side port out of registry with the inlet port of the cylinder, said inlet ports, as well as the exhaust ports remaining out of registry' during the compression and firing strokes.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE WALTER BROOKS.

Witnesses:

RAY YOUNG, EARL W. STICKNEY.

five cents each, by addressing the Commissioner of Patents,

Washington, D. 6. 

